Welcome, John -

I think you'll find this Forum to your liking as well, but keep in mind that we're just getting started here. Several users from the Packard Club and AACA Packard Forums have chimed-in and I expect more to come.

The Twin Ultramatic is considered a problem by some only because it is so much different than other automatics. A good place to start is with a download of the three-volume set on Ultramatics - and be sure to follow the bulletins for adjustments.

You should also take a look at updates and services that Peter Fitch has to offer at:

http://www.ultramaticdynamics.com/

Any weakness in clutch packs have been addressed by the use of more modern material than what was available 50 years ago. BTW, a fellow in Kansas recently resurrected a '56 Patrician from a field that had been fitted years ago with a '55 Twin Ultra, and with nothing more than a fluid change or two, it is a reliable daily driver.

The Twin and Gear Start versions of the Ultramatic only had two-speed forward speeds, but with automatic upshift from Low to High gear. The torque characteristics of the Packard V8 and torque multiplication of the converter are so good that you can actually start out in High gear - unless you are on a hill (which would benefit from use of Low gear).

The torque converters in all Ultramtics also feature a Direct Drive clutch; the Big Three wouldn't have a lock-up converter until a couple of decades later. The novice misinterprets the engagement of that clutch as a shift into third gear, when there is no such thing - not needed.

Thanks for the pic of your car (looks pretty solid), but I can't tell whether it's a Super Panama or Custom Constellation from this angle. Your '55 Clipper has a 352-cid motor, but you need to know the first four digits of serial number to find out more.

Detailed specifications on your car can be found in the shop manual, which is now available for download, but I am working on some specs and general model info on the '55 and '56 cars for display at this site in the very near future.

You should join the Packard V8 Club, too (also FREE):

http://www.1956packardpanther.com/PV8C_Index.html

They have some interesting info on performance, but available to registered members only.

Hope this helps. Come back with more specific questions as they crop up, and someone here will have an asnwer, but be patient for the reply.

I used to think stainless was the way to go, but I have to agree with Keith about avoiding stainless steel lines. Getting stainless to seal against cast iron seems to pose a problem.

Bending your own lines is not that hard, with the right tools, but be sure to get a good quality flare tool and make a couple of test flares to confirm that it works properly. I have one that the dies didn't quite line up perfectly, and I freqeuntly got leaky connection as a result.

Getting back to materials, if you use DOT 5 (silcone-based) fluid, you minimize the problem of moisture being drawn into the system and causing the steel lines to rust form the inside out.

However, do NOT use DOT 5 in any ABS brake system.

Also, NEVER use copper for brake lines.

Always use double-walled steel lines for hydraulic brake applications. Tubing with polyvinyl fluoride coating is now available, but I would avoid that, too, as the coating tends to crack at bends, holding moisture, which leads to rust. I am fine with the traditional zinc-plated stuff, but have used some spiral shield (as found on modern cars) to prevent road rash in highly vulnerable areas.

You should be able to get 25-foot coils of double-walled steel tubing from any reputable parts store. The stuff sold in coils seem easier to bend and flare than the pre-flared straight pieces that are available in assorted lengths. If you use the latter, be sure to check with the store to make sure you get the rigth type (45-degree double upset) for your car.

Some people use copper for non-hydraulic lines and some even paint it with alumminum-colored paint. I just use steel for everything.

All of the brake lines that I've replaced on my '55-'56 Packards had the 45-degree double upset flares.

I'm not sure about the steel fuel and vacuum lines as I haven't made of those yet, but do know the tube for the choke heat pipe is swedged for a slip fit the exhaust crossover fitting.

Not to drift off-topic, but I've attached a pic of a great tool to help form the tubing without kinking.

This is K-D Tool's #2189 tubing bender, but the one I have is from Plews - looks identical, but has red vinyl-coated handles. I picked it up from a "tool trailer" at a swap meet several years ago; perhaps Plews sold out on this one to K-D. To date, this bender has done everything I needed - except for a very tight 90-degree bends, close to the fitting, on a later model car.

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Greetings 55_Clipper!

While this online community is still getting warmed up and waiting to hear more answers to the roll call, newcomers and old friends alike should feel free to start a "NEW TOPIC" on any questions they may have. One of us will reply - as time permits.

Oops!

When I first signed on at the AACA Forums, they limited avatar uploads to an 80x80-pixel image, and that's what I had suggested to BigKev. While the AACA site has apparently changed to allow for larger images, they are then resized, "on the fly", to an 80x80 display, which often results in a grainy appearance.

I checked with BigKev about this and he was able to meet you halfway, increasing the maximum size to 120x120. Avatar images are a nice way to personalize your post and make you more recognizable to viewers, but I can't see wasting message body space on anything larger for this purpose.

If you can resize your avatar image to no more than 120-pixels in the largest dimension, it'll fly now.

Welcome aboard, all! Hope to hear from more good people.

Welcome to the Packard V-8 Forum at Packardinfo.com - an alternative to the formal clubs.<br /><br />BigKev has graciously provided us with a place where we can frankly and openly discuss our favorite Packards and other related matters - even those involving vendors, clubs, etc., whether it's good news or bad. With all due respect, those who don't like that kind of talk should go back to the club of their choice and leave the rest of us alone.<br /><br />However, those who choose to participate here need to use a little common sense in posting - no swearing, no porn, etc. Though conversation naturally drifts off-topic on occasion, please refrain from "hi-jacking" a thread. Also, let's leave race, religion, political parties, etc. out of it as well.<br /><br />Now, if you have come here from the AACA, be sure to reply to this "roll call" and let us know you made it here. Also, you can go to "My Profile", click on the "Avatar" button, and upload the same image that you used at AACA. Automatic signature lines are supported as well.<br /><br />Other newcomers can introduce themselves as they post a new topic.<br /><br />Enjoy!!!

WRT to the electrical short, I'm sorry for posting so late, but I only registered here last week. For over 30 years, the 55th-56th Series have been my favorite Packards.<br><br>If the dark green wire (which feeds voltage to the back up lamps, when needed) is getting hot, you must have a short to ground somewhere in the wiring harness - selector/column, main, or rear - or the connectors between them. Have you ruled out "rodent damage"? I would remove the bulb from the back-up lamp socket (to isolate the circuit form its normal ground) and commence with a visual inspection and probing with a continuity tester to ground.<br><br>Have you downloaded the Service Counselor (SC) sets for 1955 AND 1956? 1955 Issue #13 has the complete vehicle wiring diagrams for your car (as does the 1955-1956 Service Manual, which was recently added to this site). 1955 SC #11 introduces the push button control system, and it is revisited with supplemental information in 1955 SC #12 and 1956 SC #1.<br><br>You should also sign-up (for free) at the online Packard V8 Club. presently found at:<br><br>http://www.1956packardpanther.com/PV8C_Index.html<br><br>...and review and print the Index that I compiled to every service bulletin issued on the V8 cars - by both Packard and Studebaker, through 1961.<br><br>If you're still having trouble, report back and we will try to help - as time permits.

Welcome aboard, PackardV8!!! This looks like a nice easy format for us to use